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“If you’re a Republican with energy expertise, yeah, your stock is fairly high right now.”
Biden’s signature climate law, the Inflation Reduction Act, passed on a party line vote by the narrowest of margins — 50 Democratic votes in the Senate (with Vice President Kamala Harris breaking the tie) and 220 in the House of Representatives. With tense tax negotiations looming next year, it will now have to survive a 53-Republican Senate and a majority-Republican House. And that means that if they want to save the IRA from being gutted, the beneficiaries of its tax credits for the production of and investment in non-carbon-emitting fuels, advanced manufacturing, hydrogen, carbon capture, and the rest will have to learn to speak Republican.
The companies that benefit from the bill are “going to keep engaging policy makers on both sides of the aisle, but particularly now Republicans,” Jason Clark, the former chief strategy officer of the American Clean Power Association and head of energy policy consulting firm Power Brief, told me.
“There’s been a very thoughtful, very considerate effort to do just that — to make sure that they know how to engage with Republicans in a way that is authentic, that isn’t just lip service,” Clark said. The industry should avoid, “Oh, my goodness, we want to be buddies all of a sudden because you’re in power.”
One way to do that is by making sure you have Republicans making your case. The American Clean Power Association has former Trump administration and American Petroleum Institute staffers on its policy and federal affairs teams, for example.
“If you’re a Republican with energy expertise, yeah, your stock is fairly high right now,” Colin Hayes, a former senior staffer on the Senate Committee on Energy and Natural Resources under Alaska Republican Lisa Murkowski and founding partner of the bipartisan lobbying firm Lot Sixteen, which represents a number of green energy firms and trade groups, told me in an email. “We’ve been getting a lot of calls.”
But it’s not just hiring the right people — the industry also needs to be “learning to engage with members of Congress as constituents,” Emily Domenech, a former staffer for House Speakers Kevin McCarthy and Mike Johnson who is now a senior vice president at Boundary Stone, a firm founded by veterans of the Obama Department of Energy, told me.
“In the past, clean energy hasn’t focused on getting to know those representatives. When they’ve had ideas for bills or policies, they went to Democrats. They haven’t built a lot of personal relationships with members of Congress on the other side of the aisle,” Domenech said.
Her advice? “Go out there and build relationships and do the shoe leather lobbying engagement that every other company is doing.”
And what kind of arguments might would-be buddy-buddy clean energy companies make to those Republican lawmakers?
Along with some changes in vocabulary, their strategy will likely involve a combination of appeals to business and investment certainty, job creation in Republican districts, and emphasizing the regional benefits of certain incentives, like tax credits for wind energy and carbon capture in the Great Plains or manufacturing in the South.
That’s because the projects themselves have largely ended up in Republican-represented and -controlled areas, which tend to have the open space and business-friendly regulatory climate clean energy companies appreciate, even when they’re run by Democrats.
Lobbyist Scott Segal, who represents a number of energy companies and other firms affected by the Inflation Reduction Act in his capacity as a leader of the government relations team at Bracewell, told me in an email that “the value proposition for a balanced energy portfolio contains many elements already of great concern to Republican leaders.”
“Significant capital has already been deployed based on clean energy incentives,” he said. “To change these incentives in midstream would create business uncertainty — in effect, it would increase taxes on these projects. Outcomes like this run counter to long-standing Republican principles.”
The industry is already starting to get the hang of the lingo. Advanced Energy United, a clean energy trade group, was early congratulating Donald Trump on his election victory. “When we talk to Republican lawmakers,” the group’s managing director, Harrison Godfrey, told me, the message is, “let’s not fundamentally change course. Investment decisions take years. We build industries with certainty.”
As several lobbyists and strategists I spoke to pointed out, the Inflation Reduction Act did not invent clean energy tax credits, and this won’t be the first battle to preserve them. Tax incentives for non-carbon-emitting “alternative” energy have been a part of the policy landscape since the late 1970s. Wind energy and biofuels have won especially ardent support from some very powerful Republicans, namely those in the Corn Belt, and particularly Iowa Senator Chuck Grassley, who has for decades fought for extending the production tax credit for wind.
“These are credits and industries that didn’t spring up yesterday and have literally been in existence for decades,” Godfrey told me.
The best example of an alternative energy credit that embedded itself within the Republican Party policy playbook is one many environmentalists face with some degree of chagrin: biofuels, Domenech told me.
The Renewable Fuel Standard, established by the Energy Policy Act in 2005 amid concerns about energy security, has become a bonanza for states like Iowa, which grows much of the corn that is then processed into ethanol fuel according to standards set by the Environmental Protection Agency.
Lawmakers’ attachment to the program is so strong that it has at times run a fissure through the Republican Party. Though Trump’s first EPA administrator, Scott Pruitt, was one of the administration’s chief villains in the eyes of the environmental movement, he also became a punching bag for Republican lawmakers, including Grassley, who tangled with Pruitt in 2017 over blending targets for biofuels and the waivers given to refiners to avoid buying credits to comply with the program. (When Pruitt resigned in a cloud of scandal the following year, Grassley took a rhetorical victory lap.)
Capitol Hill has maintained biofuels’ first-among-equals status ever since. The industry’s sway with lawmakers of both parties in the Midwest is why Republicans are joining with Democrats to introduce bills to extend the 45Z tax credit for so-called clean fuels “at a time when a lot of other IRA credits could be on the chopping block,” Domenech said.
Similar alliances could form around other parts of the bill, especially those with well-defined regional impacts, Domenech said. Doug Burgum, Trump’s pick for Secretary of the Interior and the head of his newly-formed National Energy Council, has backed a massive carbon capture and pipeline project in his home state of North Dakota, which some analysts have said could get billions of dollars in tax credits, Geothermal development could also maintain the support of lawmakers in the Mountain West, where most of the country’s geothermal resource is located, while incoming Senate Environment and Public Works chair Shelly Moore Capito is one of the chamber’s biggest advocates for nuclear power.
“If you ask Republicans to be for or against the IRA as a whole, they’ll be against it,” Domenech told me, “But Republicans think about energy as a regional issue. So instead of forcing this one size fits all approach, IRA advocates would be smart to give people room to support only the policies that make the most sense for their state or region.”
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Give the people what they want — big, family-friendly EVs.
The star of this year’s Los Angeles Auto Show was the Hyundai Ioniq 9, a rounded-off colossus of an EV that puts Hyundai’s signature EV styling on a three-row SUV cavernous enough to carry seven.
I was reminded of two years ago, when Hyundai stole the L.A. show with a different EV: The reveal of Ioniq 6, its “streamliner” aerodynamic sedan that looked like nothing else on the market. By comparison, Ioniq 9 is a little more banal. It’s a crucial vehicle that will occupy the large end of Hyundai's excellent and growing lineup of electric cars, and one that may sell in impressive numbers to large families that want to go electric. Even with all the sleek touches, though, it’s not quite interesting. But it is big, and at this moment in electric vehicles, big is what’s in.
The L.A. show is one the major events on the yearly circuit of car shows, where the car companies traditionally reveal new models for the media and show off their whole lineups of vehicles for the public. Given that California is the EV capital of America, carmakers like to talk up their electric models here.
Hyundai’s brand partner, Kia, debuted a GT performance version of its EV9, adding more horsepower and flashy racing touches to a giant family SUV. Jeep reminded everyone of its upcoming forays into full-size and premium electric SUVs in the form of the Recon and the Wagoneer S. VW trumpeted the ID.Buzz, the long-promised electrified take on the classic VW Microbus that has finally gone on sale in America. The VW is the quirkiest of the lot, but it’s a design we’ve known about since 2017, when the concept version was revealed.
Boring isn’t the worst thing in the world. It can be a sign of a maturing industry. At auto shows of old, long before this current EV revolution, car companies would bring exotic, sci-fi concept cars to dial up the intrigue compared to the bread-and-butter, conservatively styled vehicles that actually made them gobs of money. During the early EV years, electrics were the shiny thing to show off at the car show. Now, something of the old dynamic has come to the electric sector.
Acura and Chrysler brought wild concepts to Los Angeles that were meant to signify the direction of their EVs to come. But most of the EVs in production looked far more familiar. Beyond the new hulking models from Hyundai and Kia, much of what’s on offer includes long-standing models, but in EV (Chevy Equinox and Blazer) or plug-in hybrid (Jeep Grand Cherokee and Wrangler) configurations. One of the most “interesting” EVs on the show floor was the Cybertruck, which sat quietly in a barely-staffed display of Tesla vehicles. (Elon Musk reveals his projects at separate Tesla events, a strategy more carmakers have begun to steal as a way to avoid sharing the spotlight at a car show.)
The other reason boring isn’t bad: It’s what the people want. The majority of drivers don’t buy an exotic, fun vehicle. They buy a handsome, spacious car they can afford. That last part, of course, is where the problem kicks in.
We don’t yet know the price of the Ioniq 9, but it’s likely to be in the neighborhood of Kia’s three-row electric, the EV9, which starts in the mid-$50,000s and can rise steeply from there. Stellantis’ forthcoming push into the EV market will start with not only pricey premium Jeep SUVs, but also some fun, though relatively expensive, vehicles like the heralded Ramcharger extended-range EV truck and the Dodge Charger Daytona, an attempt to apply machismo-oozing, alpha-male muscle-car marketing to an electric vehicle.
You can see the rationale. It costs a lot to build a battery big enough to power a big EV, so they’re going to be priced higher. Helpfully for the car brands, Americans have proven they will pay a premium for size and power. That’s not to say we’re entering an era of nothing but bloated EV battleships. Models such as the overpowered electric Dodge Charger and Kia EV9 GT will reveal the appetite for performance EVs. Smaller models like the revived Chevy Bolt and Kia’s EV3, already on sale overseas, are coming to America, tax credit or not.
The question for the legacy car companies is where to go from here. It takes years to bring a vehicle from idea to production, so the models on offer today were conceived in a time when big federal support for EVs was in place to buoy the industry through its transition. Now, though, the automakers have some clear uncertainty about what to say.
Chevy, having revealed new electrics like the Equinox EV elsewhere, did not hold a media conference at the L.A. show. Ford, which is having a hellacious time losing money on its EVs, used its time to talk up combustion vehicles including a new version of the palatial Expedition, one of the oversized gas-guzzlers that defined the first SUV craze of the 1990s.
If it’s true that the death of federal subsidies will send EV sales into a slump, we may see messaging from Detroit and elsewhere that feels decidedly retro, with very profitable combustion front-and-center and the all-electric future suddenly less of a talking point. Whatever happens at the federal level, EVs aren’t going away. But as they become a core part of the car business, they are going to get less exciting.
Current conditions: Parts of southwest France that were freezing last week are now experiencing record high temperatures • Forecasters are monitoring a storm system that could become Australia’s first named tropical cyclone of this season • The Colorado Rockies could get several feet of snow today and tomorrow.
This year’s Atlantic hurricane season caused an estimated $500 billion in damage and economic losses, according to AccuWeather. “For perspective, this would equate to nearly 2% of the nation’s gross domestic product,” said AccuWeather Chief Meteorologist Jon Porter. The figure accounts for long-term economic impacts including job losses, medical costs, drops in tourism, and recovery expenses. “The combination of extremely warm water temperatures, a shift toward a La Niña pattern and favorable conditions for development created the perfect storm for what AccuWeather experts called ‘a supercharged hurricane season,’” said AccuWeather lead hurricane expert Alex DaSilva. “This was an exceptionally powerful and destructive year for hurricanes in America, despite an unusual and historic lull during the climatological peak of the season.”
AccuWeather
This year’s hurricane season produced 18 named storms and 11 hurricanes. Five hurricanes made landfall, two of which were major storms. According to NOAA, an “average” season produces 14 named storms, seven hurricanes, and three major hurricanes. The season comes to an end on November 30.
California Gov. Gavin Newsom announced yesterday that if President-elect Donald Trump scraps the $7,500 EV tax credit, California will consider reviving its Clean Vehicle Rebate Program. The CVRP ran from 2010 to 2023 and helped fund nearly 600,000 EV purchases by offering rebates that started at $5,000 and increased to $7,500. But the program as it is now would exclude Tesla’s vehicles, because it is aimed at encouraging market competition, and Tesla already has a large share of the California market. Tesla CEO Elon Musk, who has cozied up to Trump, called California’s potential exclusion of Tesla “insane,” though he has said he’s okay with Trump nixing the federal subsidies. Newsom would need to go through the State Legislature to revive the program.
President-elect Donald Trump said yesterday he would impose steep new tariffs on all goods imported from China, Canada, and Mexico on day one of his presidency in a bid to stop “drugs” and “illegal aliens” from entering the United States. Specifically, Trump threatened Canada and Mexico each with a 25% tariff, and China with a 10% hike on existing levies. Such moves against three key U.S. trade partners would have major ramifications across many sectors, including the auto industry. Many car companies import vehicles and parts from plants in Mexico. The Canadian government responded with a statement reminding everyone that “Canada is essential to U.S. domestic energy supply, and last year 60% of U.S. crude oil imports originated in Canada.” Tariffs would be paid by U.S. companies buying the imported goods, and those costs would likely trickle down to consumers.
Amazon workers across the world plan to begin striking and protesting on Black Friday “to demand justice, fairness, and accountability” from the online retail giant. The protests are organized by the UNI Global Union’s Make Amazon Pay Campaign, which calls for better working conditions for employees and a commitment to “real environmental sustainability.” Workers in more than 20 countries including the U.S. are expected to join the protests, which will continue through Cyber Monday. Amazon’s carbon emissions last year totalled 68.8 million metric tons. That’s about 3% below 2022 levels, but more than 30% above 2019 levels.
Researchers from MIT have developed an AI tool called the “Earth Intelligence Engine” that can simulate realistic satellite images to show people what an area would look like if flooded by extreme weather. “Visualizing the potential impacts of a hurricane on people’s homes before it hits can help residents prepare and decide whether to evacuate,” wrote Jennifer Chu at MIT News. The team found that AI alone tended to “hallucinate,” generating images of flooding in areas that aren’t actually susceptible to a deluge. But when combined with a science-backed flood model, the tool became more accurate. “One of the biggest challenges is encouraging people to evacuate when they are at risk,” said MIT’s Björn Lütjens, who led the research. “Maybe this could be another visualization to help increase that readiness.” The tool is still in development and is available online. Here is an image it generated of flooding in Texas:
Maxar Open Data Program via Gupta et al., CVPR Workshop Proceedings. Lütjens et al., IEEE TGRS
A new installation at the Centre Pompidou in Paris lets visitors listen to the sounds of endangered and extinct animals – along with the voice of the artist behind the piece, the one and only Björk.
How Hurricane Helene is still putting the Southeast at risk.
Less than two months after Hurricane Helene cut a historically devastating course up into the southeastern U.S. from Florida’s Big Bend, drenching a wide swath of states with 20 trillion gallons of rainfall in just five days, experts are warning of another potential threat. The National Interagency Fire Center’s forecast of fire-risk conditions for the coming months has the footprint of Helene highlighted in red, with the heightened concern stretching into the new year.
While the flip from intense precipitation to wildfire warnings might seem strange, experts say it speaks to the weather whiplash we’re now seeing regularly. “What we expect from climate change is this layering of weather extremes creating really dangerous situations,” Robert Scheller, a professor of forestry and environmental resources at North Carolina State University, explained to me.
Scheuller said North Carolina had been experiencing drought conditions early in the year, followed by intense rain leading up to Helene’s landfall. Then it went dry again — according to the U.S. Drought Monitor, much of the state was back to some level of drought condition as of mid-November. The NIFC forecast report says the same is true for much of the region, including Florida, despite its having been hit by Hurricane Milton soon after Helene.
That dryness is a particular concern due to the amount of debris left in Helene’s wake — another major risk factor for fire. The storm’s winds, which reached more than 100 miles per hour in some areas, wreaked havoc on millions of acres of forested land. In North Carolina alone, the state’s Forest Service estimates over 820,000 acres of timberland were damaged.
“When you have a catastrophic storm like [Helene], all of the stuff that was standing upright — your trees — they might be snapped off or blown over,” fire ecologist David Godwin told me. “All of a sudden, that material is now on the forest floor, and so you have a really tremendous rearrangement of the fuels and the vegetation within ecosystems that can change the dynamics of how fire behaves in those sites.”
Godwin is the director of the Southern Fire Exchange for the University of Florida, a program that connects wildland firefighters, prescribed burners, and natural resources managers across the Southeast with fire science and tools. He says the Southeast sees frequent, unplanned fires, but that active ecosystem management helps keep the fires that do spark from becoming conflagrations. But an increase like this in fallen or dead vegetation — what Godwin refers to as fire “fuel” — can take this risk to the next level, particularly as it dries out.
Godwin offered an example from another storm, 2018’s Hurricane Michael, which rapidly intensified before making landfall in Northern Florida and continuing inland, similar to Hurricane Helene. In its aftermath, there was a 10-fold increase in the amount of fuel on the ground, with 72 million tons of timber damaged in Florida. Three years later, the Bertha Swamp Road Fire filled the storm’s Florida footprint with flames, which consumed more than 30,000 acres filled with dried out forest fuel. One Florida official called the wildfire the “ghost” of Michael, nodding to the overlap of the impacted areas and speaking to the environmental threat the storm posed even years later.
Not only does this fuel increase the risk of fire, it changes the character of the fires that do ignite, Godwin said. Given ample ground fuel, flame lengths can grow longer, allowing them to burn higher into the canopy. That’s why people setting prescribed fires will take steps like raking leaf piles, which helps keep the fire intensity low.
These fires can also produce more smoke, Godwin said, which can mix with the mountainous fog in the region to deadly effect. According to the NIFC, mountainous areas incurred the most damage from Helene, not only due to downed vegetation, but also because of “washed out roads and trails” and “slope destabilization” from the winds and rain. If there is a fire in these areas, all these factors will also make it more challenging for firefighters to address it, the report adds.
In addition to the natural debris fire experts worry about, Helene caused extensive damage to the built environment, wrecking homes, businesses, and other infrastructure. Try imagining four-and-a-half football fields stacked 10 feet tall with debris — that’s what officials have removed so far just in Asheville, North Carolina. In Florida’s Treasure Island, there were piles 50 feet high of assorted scrap materials. Officials have warned that some common household items, such as the lithium-ion batteries used in e-bikes and electric vehicles, can be particularly flammable after exposure to floodwaters. They are also advising against burning debris as a means of managing it due to all the compounding risks.
Larry Pierson, deputy chief of the Swannanoa Fire Department in North Carolina, told Blueridge Public Radio that his department’s work has “grown exponentially since the storm.” While cooler, wetter winter weather could offer some relief, Scheuller said the area will likely see heightened fire behavior for years after the storm, particularly if the swings between particularly wet and particularly dry periods continue.
Part of the challenge moving forward, then, is to find ways to mitigate risk on this now-hazardous terrain. For homeowners, that might mean exercising caution when dealing with debris and considering wildfire risk as part of rebuilding plans, particularly in more wooded areas. On a larger forest management scale, this means prioritizing safe debris collection and finding ways to continue the practice of prescribed burns, which are utilized more in the Southeast than in any other U.S. region. Without focused mitigation efforts, Godwin told me the area’s overall fire outlook would be much different.
“We would have a really big wildfire issue,” he said, “perhaps even bigger than what we might see in parts of the West.”